Combined air and electric triple valve.



W. G. CANION.

COMBINED AIR AND ELECTRIC TRIPLE VALVE.

APPLICATION HLED JUNE 1. 1915.

Patented Oct. 1., 1918.

5 SHEETSSHEET l.

W. G. CANION.

COMBINED AIR AND ELECTRIC TRHLE VALVE.

APPLICATION HLED JUNE 7. 1915.

Patented- 00. 1, 1918 5 SHEETS-SHEET 3 q/vitmeooao I (Imam emu. 0V or w.a. CANION. COMBINED AIR AND ELECTRIC TRIPLE VALVE. APPLICATIDN FILEDJUNE 7. 1915.

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Patented Oct. 1, 1918.

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W. a. CANION. COMBINED AIR AND ELECTRIC TRIPLE VALVE.

APPLICATION FILED JUNE 7, I915.

1,283,157. PEIIGHIBII Oct. 1, 1918,-

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COMBINED AIR AND ELECTRIC TRIPLE VALVE.

Specification of Letters Patent.

Patented Oct. 1, 11918..

Application filed June 7, 1915. Serial No. 32,696.

To aZZ whom it may concern.

Be 1t known that I, WILLIAM G. OANION,

a citizen of the. United States, residing at Ba timore, StateofMaryland, have invented new and useful'lmprovements in Combined Air andElectric Triple Valves, of which the following is a specification.

his invention relates to certain new and useful improvements in triplevalves for air brake systems and particularly to a combined air andelectrically controlled valve of this character.

he object of the invention is to provide a triple valve of the rotarytype which is simple of construction, comparatively ini andinstallation,

capable of being easily and conveniently repaired when occasionrequires, and which is of maximum durabilit efficiency and reliabilityin use.

A further object of the'invention is to provide a triple valve whichmaybe applied to and employed in any ordinary air brake system and whichis sensitively responsive to variations of pressure whereby its movementto its different working positions is rendered positive and insured.

A still further object of the invention is to provide a duplex rotaryvalve, one member of which is controlled by air pressures in the usualway for performing the usual of applying and releasing the res andcharging the auxiliary reservoir, including an emergency application,and the other member of which is adapted to be electrically operated foran extra rapid emergency action independent of or in conjunction withthe air valve, any failure of the air valve to act.

parts herein fully described and claimed, reference being had to theings in.which5 Figure 1 is a view in side elevation of my improvedtriple valve, showing also the brake cylinder.

Fig. 2 is a central vertical longitudinal section through the valveshown in Fig.1.

Figs. 3, 4, 5, 6 and 7 are horizontal. transverse sections, taken on theline 3*3 of positive intermediate accompanying draw- Fig. 1, showing thevalve in different positions. 7 Fig. 8 is a horizontal transversesection on the line 8-8 of Fig. 2. Fig. 9 is a top plan view of thevalve.

Fig. 10 is a vertical transverse section on line 10-10 of Fig. 8.

11 carrying my invention into practice,

I provide a valve structure including a casan air chest or pressurevalve chamber or casing proper 2. The pressure chamber 1 is provided inits opposite sides with passages 3 and 4 respectively for connectionwith the train pipe 5 and the auxiliary reservoir pipe 6, and thesepassages 3 and 4 communicate with an intermediate pressure The chest 1is divided on a vertical longitutwo separable sectlons 8 and 9 havingflanges 10 and 11, and said chest is adapted to fit within and to besustained by an annular supporting member or ring 12, against which theflanges l0 and 11 abut. Screws 13 extend through the flanges and intothe side edges of the ring 12 and detachably secure the parts of the airchest inposition, th onstruction being such that upon removing thescrews the parts of the chest may be disassembled for convenience ingaining access to the interior thereof, for repairs and other purposes.Packing rings or gaskets 14 are interposed between the flanges 10 and 11and ring 12 to form tight joints, and a packing rin or gasket 15 isalso-secured to one of the chest sections so as to come between themeeting faces of the chest sections and marginally surround the chamber7 to prevent leakage, as will be readily understood.

he supporting ring 12, which forms an part of the body of the airthereof assemchest, holding the sections valve casing 2 bled, isconnected 'with the which 16 through which pass fastening screws 17entering'threaded openings in the ring 12 and side flanges 18 on thesections 8 and 9 of the air chest, whereby upon detaching certain ofsaid screws the sections 8 and 9 of the air chest will be disconnectedfrom the valve casing while the supporting ring 12 remains fastenedthereto, allowing the chest sections to be disassembled withoutdisturbis provided at its base with a flange.

ing the supporting ring, while by detaching the remainder of the screws17 the air chest as a Whole may be detached from the valve casing. Asshown, the valve casing is carried by a bracket plate 19 which isdetachably secured by screws 20 to of the brake cylinder 21, with whichthe valve casing is in communication through a combined admission andexhaust port The valvecasing is provided with a bore or chamber 23 toreceive a hollow rotary plug valve 24: and a hollow rotary plug valve25, said valves being coaxially mounted, the valve 25 being arranged foroperation within the valve 24L, as shown. With this bore or chamber 23communicate an ad mission or feed port 26 leading from they passage 3,an admission or feed port 27 leading from the passage l or the auxiliaryreservoir side of the chamber 7,- a delivery port 28 leading to thebrake cylinder port 22, an exhaust port 29 leading to the atmosphere,and an auxiliary exhaust port 30 leading to a manually operable pressureretaining valve 31. The port 550 communicates with a segmentalrecess 32extending part way around the bore or chamber tor a purpose hereinafterdescribed.

The valve 24-. is adapted to be controlled as usual by variations o'tpressure in the train pipe and auxiliary reservoir for the purpose ofperforming the ordinary triple valve functions, that of charging theauxiliary reservoir and applying and releasing the brakes, includingservice and emergency actions. The valve 2., on the other hand. whichforms a slotted core for the valve 2i, is designed to be controlled oroperated elec trically for the purpose ot securing an extra rapidemergency application or to enable the brakes to be controlled. 'n theevent of the possible derangement of the valve 24.

The valve 2-i is provided mainly on one side of its center with arecharging port 33. a pair of feed ports 34 and 35 and an exhaust port36, and is provided on the opposite side of its center with a deliveryport 37 of greater width than any of the aforesaid ports, an auxiliaryor secondary exhaust port 38, and an exhaust pocket or recess 39. Thevalve 25 is also provided with ports for cooperation with the ports ofthe valve 24:, and these ports in the valve 25 consist of a compa'atively wide teed port 4-0. a delivery port 41 and an exhaust port 42,the lastnamed port having an enlarged or widened inlet end. The va-lvesnormally stand in the relative position shown in Fig. 3, which indicatesthe running position of the triple valve when the train pipe andauxiliary reservoir pressures are equalized. In all the positions of thevalve 2%, the valve member 25 remains fixed or stationary with respectto the valve 24, except when said valve memher 25 is inde .endentlyoperated, the air the inner end properly seated.

feeding through the communicating ports of both valve members in thecontrol of the brake mechanism by the air valve2i. Vhen the parts are inthe running position, as above stated, and as shown in Fig. 3, the ports33 and 34: are in partial registry with the ports 26 and 27 and in fullcommuni a tion with the portsetO and 41 of the valve but the brakecylinder feed port 37 is wholly out of communication with the b akecylinder passage 22, which communicates with the atmosphere through theports 38, 4:2 and 29.

A check valve 43, preferably of the balltype, is providedto close theport 26 against back pressure, and a fluid pressure influenced elementis provided. in the chamber 7 for operating thevalve 24.- This elementcomprises a flexible diaphragm 44 which is clampedv between the gasket15 and the section 9' of the air chest and has secured thereto a plateor vane 45 fastened to a stem 46 suitably journaled upon the air chest.This diaphragm is subjected on one side to train pipe pressure and onits opposite side to auxiliary reservoir pressure, and subdivides thechamber '1 into two pressure cavities in which such pressures are maitained by di rect communication between said cavities and the respectivepipes 5 and 6, the vane or plate 4-5 constituting a rigid member whichrenders the diaphragm sufiiciently stilt for the purpose and forms anoperating connection between said diaphragm and the stem 4:6, wherebysaid stem is adapted to be moved in opposite directions by reductions ofpressure in the train pipe and auxiliary reservoir, respectively. Theupper end of the stem 46 has an angular head 47 which seats within anangular socket 4.8 in the valve 23, thus operatively connecting said.valve tor rotary motion from. the diaphragm, while at the same timepermitting the valve to be lifted out of engagement with the stem upenthe removal of the casing 2, and the stem to be withdrawn fromengagement with the valve when the chest is disconnected, forconvenience in disassembling as well as in assembling the various parts.Aspring 4.19 carried by the stem and seated-in a recess 50 in. the valvechest is arranged to bear against the valve 24 to support and hold saidvalve The valve 25 has an exteriorly projecting stem 51 which is coupledby a cranlr arm 52with the movable core 33 of? a solenoid 54-, arrangedin a suitable electrio circuit, whereby upon closing 1 circuit thesolenoid may be energized to rotate the valve .25 to perform itsintended function, the solenoid core and valve being re turned by aspring or other suitable means to the normal or. neutral positionehowninFig. 3. Valve remains in the p sition shown in Fig. 3 with reference tovalve 24, except when operated electrically for extra Cir r and the port37 with lishing communication between the auxiliary only seats ashereinafter deove mentioned not valve 24 but firmly seats valve 25within valve 24 so that in view of the frictional contact, the twovalves will rotate together under the conditions shown in Figs. 3 to 6.When the solenoid is energized, however, sufiicient force is applied tothe crank arm 52 to effect the rotation of valve 25 independently ofvalve 24.

It will thus be understood that under normal conditions the valvemembers are arranged in the running position described and as fullyshown in Fig. 3. When it is desired to adjust the triple valve for aservice application to the brakes, the engineers brake valve is operatedto reduce the train pipe pressure to a'predetermined degree, saywhereupon the preponderating auxiliary reservoir pressure in the chamber7 will move the diaphragm as: from the normal or neutral position shownin Fig. 3 to that shown in Fig. 4, in which the diaphragm is shifted toa mid position between its normal position and the outer wall of thetrain pipe therebv shifting the valve 24 shown in Fig. 4. In thisposition the port 33 communication with the port 26, while the port 42is cut oil from communication with the ports 28 and 29, but t 1e portcommunicates with the port'27 the port 28, thus estabrapid emergencyaction, scribed. The spring 49 ab reservoir and the brake cylinder for aservice application' of the brakes. valve 24' is returned to the runningposition shown in Fig. 3, through a restoration of the normal pressurein the train pipe, the ports 42, 28 and 29 are again brpught intoregistry for the exhaust of the air from the brake cylinder to theatmosphere, whereby the, release of the brakes is effected.

nadjusting the triple valve for an emergency action through the'mediumof the air valve 24, the engineers brake valve is moved to a position toreducerthe pressure in the train pipe to a still greater degree than fortie service action described,.and asa result the diaphragm will be movedtoward the train pressure side to the position indicated in Fig. 5, inwhich position the valve member is set or adjusted 'to'es .ablish'communication between. the brake cylinder and both the auxiliaryreservoir and thetrain pipe through the ports 26 and 27, 3st and 35, 4:0and 41 and 37, 28 and 22, thus augmenting'the normal auxiliary reservoirpressure by pressure fromthe train pipe for a quick and powerfulapplication of the brakes. Upon the return of the 'engineers brake valvetov normal position and "the restoration of normal; pressureinthe trainequalization l opposite sides pipe, an etween the pressu'res on the ofthe diaphragme in the chamber 7 will occur, and said diaphragm will bereturned to normal position and will adjust the valve 24 back to therunning position illustrated in Fig. 3, the air exhausting from thebrake cylinder through the valve to the atmosphere in the mannerpreviously described.

f from any cause, such as leakage, the auxiliary reservoir pressureshould decrease below t 'ain-line pressure, the diaphragm is shiftedtoward the auxiliary reservoir side of the chamber 7 by the,preponderating pressure in the train pipe, and as a result of this operation the valve 24: is shifted in the opposite direction to thosepreviously described to establish communication between the train lineand'auxiliary reservoir and cut olf communication between the same andthe brake cylinder, as shown in Fig. 6. In this adjust ment of thevalve, the ports 33 and 34 connect the ports 26 and 27, which are cutoff from communication with the port 28 and the exhaust ports, therecess 39 in this operation being shifted to connect the port 28 withthe auxiliary exhaust port 30 so that release of the brakes may beeffected while the operation of rechargingthe auxiliary reservoir isbeing carried on. hen the auXiliary reservoir pressure and train pipepressure are equalized the parts are returned to the normal positionshown in If for any reason it should be desired to 0 tain an extra rapidemergency action, or to control the brakes in the event of sticking orother derangement of the valve member 24, this may be eflected byclosing the electric circuit to operate the electric valve 25. Thisvalve. which may be connected up with the solenoid core to rotate ineither direction, is in the present instance shown as connected with thecore to rotate to the left in Fig. 7 and as a result of its adjustment,the valve 24 remaining in the normal or running position, communicationwill be established through the ports 33 and 3a with both the train pipeand the auxiliary air will flow through the and the exhaust port 38,delivery port, to the brake cylinder to effect the emergency applicationof the brakes, the brakes being held applied until the valve 25 isreturned to normal position. when the brakes will be released by theexhaust of air through the normal exhaust passages 28, 38, 42 and 29, aswill be readily understood. An important advantage resulting from theprovision and use of the electric valve is, that higher efficiency canbeobtained for rapid application of the brakes and maintenance of the samein application. owing to the fa'ctlthat the valve secures the directsupply of air from thetrain line which is constantly and rapidly beingrecharged iso Cir

from the source of supply. The action of the electric valve is ofadvantage over an emergency action of the air valve in that highpressure, of pounds or more, can be maintained in the brake cylinderregardless of other factors or conditions, such as range of pistontravel.

Under all normal running conditions the valve 31 is lettt open, so thata release of the brakes may be effected whenever desired while theauxiliary reservoir is being recharged. This valve, however, may beclosed whenever it is desired to retain the brake pressure within thebrake cylinder, as when the train is descending a grade, while theauxiliary reservoir is being recharged, it being understood, of course,that the valve 31 is manually closed at the top of the grade andafterwards opened when the train reaches the bottom of the grade, sothat the pressure retaining action may be carried out only whennecessary and under the con dition mentioned, while at all other timesthe brake will operate in the usual manner to perform its ordinaryfunctions.

lnunpers 55 and 55 are respectively provided in the train line andauxiliary reservoir sides of the chamber 7 to cushion the reversemovements ot the diaphragn'i, said bumpers being respectively backed bycushioning springs 56 and 56.

These springs serve to prevent unduly rapid or violent motions of thediaphragm and. also serve other important functions. Thespring 56 on theauxiliary side of the chamber 7 serves to return the valve 24 to normalposition after the pressures on opposite sides of the diaphragm areequalized. It is while this spring is compressed that exhaust port 30 isin communication with port 28. It valve is closed, then the exhaust isre arded until the auxiliary reservoir has equalized with the train lineand the spring 56 has shifted valve back to its normal position,connecting ports 4:2, 28 and 29. On long trains, such as a hundred cartrain, it takes some six or seven minutes to recharge after brakes havebeen applied. Duringthe time of recharging, spring 56' on auxiliary sideof diaphragm will remain compressed, preventing release of the brakes,and, in case it is necessary to release the brakes before the train linehas fully recharged, it is only necessary to bring the engineers brakevalve hack. to lapped position, whereupon. the train line and, auxiliaryreservoir pressures will equalize and bumper spring 56 on auxiliary sidewill bring diaphragm back to normal position, releasing the entire trainas a unit. In this same function agreat benefit is hadin case ofinterchanging with other brakes. For instance, if the diaphragm tripleis in the train on the head end and the engineer desires, to r lease thr ar end of the train first, the

spring bumper 56 on auxiliary side of diaphragm enables him to retardthe release of the brakes on the head cars, while the rear brakes arebeing released, thus preventing accidents from cars buckling inthetrain. In case the diaphragm triple is in the rear end of the train,it can .be released in advance of other triples of standard type withina reasonable distance in the lead by throwing the engineers valve tofull release and back to lapped position. The spring 56 on the trainline side of the chamber 7 is of material importance, equally so withthe spring 56. In making a reduction for service application, say 5pounds, the diaphragm moves toward the bumper 55 until it strikes thesame, at which time its motion will be arrested. For an emergencyapplication, the air must be reduced in the train line side withsufiicient rapidity in excess of the flow of the auxiliary air to brakecylinder to compress spring 56, which has a tensional resistancepreferably of about 12 pounds per square inch, thus sensitivelycontrolling the action of the diaphragm for an emergency application,since the train line pressure in the chamber must be 12 pounds below theauxiliary reservoir pressurel efore the spring 56 is compressed to anygreat degree. The spring 56, therefore, returns the valve to normalposition after reduction of auxiliary reservoir pressure and when suchpressure is again augmented and equalized with the pressure in the mainline, while the spring 56 permits and checks the movement of thediaphragm in service application under a service reduction in the trainline and permits further movement of the diaphragm for an emergencyaction when the pressure in the train line decreased tea predeterminedadditional extent.

From the foregoing description, taken in connection with the drawings,the construction,.mode of operation and advantages of my improved triplevalve will be readily understood without a further and extendeddescription, and it will be seen that the invention provides a valve ofthis character which embodies all of the desirable advantages stated,and which in addition to providing a rotary valve of a simpletype toperform the usual triple valve function, also providesa valve which maybe operated'electrically for emergency or safety purposes, insuringcontrol of the train under any anc all conditions of service.

1. A triple valve comprising a valve member operable pneumatically inbraking actions, a second valve member operable independently of thefirst-named valve memher, said valve members being seated within theother and meanstor operating said second valve member.

2,. A. triple valve comprising a rotary valve 1l1ary reservoir memberoperable by variable a second members being mounted one within the otherand means for operating the second rotary valve member.

3. A triple valve comprising a valve member operable pneumatically inbraking actions, a second valve member operable independently of thefirst-named valve member, said valve members being mounted for movementone within the other, and means for electrically operating said secondvalve member.

air pressures,

trlple valve comprising a rotary valve member operable by variable airpressures, a second rotary valve member, said valve members beingmounted for movement one within the other, and means for electricallyoperating the second rotary valve member. 7 i

5. A triple valve including a rotary valve member controlled byvariations of air pressures, a second rotary valve member, said valvemembers being concentrically mounted and provided with coacting ports,and means or electrically operating the second valve member.

6. A triple valve including a pair centric rotary valve members, meansfor pneumatically operating one of said valve members, and means forelectrically operating the other valve member.

7 A triple valve comprising a hollow rotary valve member operable byvariations of pressure in the brake system, said valve memer beingprovided with ports and movable to diflerent positions for service,emergency and exhaust actions, a second rotary valve arranged within thefirst-named valve and provided with ports and operable to control theports in the first-named valve for an emergency action, and means foroperating the second-named rotary valve.

8. A triple valve including a rotary valve member controlled byvariations of air pressures, a second rotary valve member, said valvemembers being concentrically mounted, and means for operating the secondvalve member.

9. A triple valve including a valve casing aving a pressure chambercommunicating at opposite sides with the train pipe and auxrespectively,a diaphragm in said chamber, a rotary valve controlling communicationbetween the auxiliary reservoir, brake cylinder and train pipe forrecharging, service, emergency and exhaust actions, a second rotaryvalve operable in the running position of the first-named valve tocontrol ports thereof for an emergency action, and means for operatingthe second-named valve.

10. triple valve including a valve member operable for recharging,exhaust, service and emergency actions, a second valve operable for anemergency action to establish communication between the train pipe andof conrotary valve member, said valve.

reservoir and the brake cylinder through the first-named valve, andmeans for operating the second-named valve independently of thefirst-named valve.

11. A triple valve including a pair of 0011- centric rotary valvemembers, means for pneumatically operating one of said valve members andmeans for independently operating the other valve memb 12. A triplevalve including a valve member having the usual service, exhaust,emergency and recharging actions, and having a normal running position,a second valve having a passage for the flow of air when the first-namedvalve is adjusted for service, emergency and recharging actions, and adjustable to control communication between the train pipe and auxiliaryreservoir and the brake cylinder th 'ough the exhaust port runningposition, the second-named valve independently of the first-named valve.

13. A triple valve including a rotary valve member having a normalexhaust position and adjustable to control ports and passages forservice, emergency and recharge actions, means for controlling saidvalve by variations between train pipe and auxiliary reservoirpressures, a second valve arranged for the passage of air therethroughin the positions of the first-named valve for service, emergency andrecharging actions, and ad justable to establish communication betweenthe train pipe and auxiliary reservoir and the brake cylinder throughthe exhaust port of the first-named valve in the running position of thelatter, and means for operating the second-named valve independently ofthe first-named valve.

14:. A triple valve comprising a pair of concentrically mounted rotaryvalves, one being operable by variations of air pressures operable byindependent means for controlling ports in the firstnamed valve for anemergency action.

15. A triple valve comprising rotary valve adjustable to perform anemergency action, and means for electrically operating the second-namedvalve.

16. A triple valve including a rotary valve member, means forpneumatically operating the same to perform the usual triple valvefunctions, a second rotary valve memberarranged within the first-namedrotary valve member and cooperating therewith, and means for adjustingthe second-named valve member for an emergency action.

17. A triple valve including a rotary valve member, a pressure chambercommunicating at its opposite sides with the train pipe and auxiliaryreservoir respectively, a diaphragm service motion of said diaphragmwithout resistance, and to establish a yielding resistance to emergencyapplication motion of the diaphragm under a further reduction of trainline pressure.

18. A triple valve including a hollow rotary valve member operable byvariations of air pressure, and provided with ports therein, a secondrotary valve member arranged within the first-named valve member andprovided with cooperating ports, and means for independently operatingthe second valve member.

19. A triple valve including a hollow rotary valve member operable byvariations of air pressure and having ports therein, a second rotaryvalve member arranged within the first-named valve member and providedwith cooperating ports, and means for elcctrically operating said secondvalve member. 20. A triple valve including a pair of valve membersarranged one within the other and provided with cooperating ports, andmeans for independently operating said valve members, one of said valvemembers being responsive to variable air pressures.

21. A triple valve including a pair of Copies of this patent may beobtained for needle-i valve members, one normally'operative for theusual air brake actions, and the other independently operative tocontrol the ports in the first-named valve member for conjoint orindependent braking actions, and means for operating therespective valvemembers,

22. A triple valve including a rotary valve member having ports thereinand pneumati cally operable to perform the ordinary triple valvefunctions, a second valve having ports therein to normally cooperatewith the ports in the first-named valve for such braking actions, andmeans for adjusting the secondnamed valve for a variation in the arrangement of the ports in the respective valve members for determinedactions.

23. A trlple valve including a pair of rotary concentric valve membersprovided with cooperating ports, means rendering one of said valvemembers responsive tovariations of fluid pressures, and means renderingthe other valve member responsive toelect-rical impulses.

24:. Atriple valve including a casing having feed, exhaust and auxiliaryexhaust ports, a pair of rotary concentric valves provided withcooperating ports and controlling the ports in the casing, means foroperating the respective valves, and amanually operable valvecontrolling the auxiliary exhaust port.

In testimony whereof I. atlix my signature in presence of a witness.

WILLIAM GEORGE GANION.

Witness:

' ZELLA KUHN.

five cents each, by addressing. the Commissioner '01 ,Patentl,

Washington, D. e.

